Mercedes-Benz GLS-Class vs Volvo XC90

What's the difference?

The GLS63 is an intimidating beast from afar, but it rewards its occupants in almost every way. Yep, there really isn’t a box it doesn’t tick without serious compromise, such is its breadth of capability.

If there was ever a Swiss Army Knife of cars, the GLS63 is definitely a contender for the title, one that makes it very hard to wipe the smile off your face. Just make sure you can fit it in your garage first…

It’s a credit to Volvo that the XC90 feels like a new car, even with its older underpinnings. This latest update has successfully addressed areas that needed the most attention, namely the multimedia system, interior and exterior design. The electric driving range now feels somewhat old school compared to the numbers some manufacturers can achieve these days. A lot of PHEVs now exceed 100km EV range and buyers are starting to expect that. And setting up the third row takes way too much effort to want to do it regularly. The new Volvo XC90 is a comfortable, engaging and properly premium family SUV and the updates have only improved what was already a solid offering.

If the GLS63 was a Marvel superhero, it would undoubtedly be the Hulk. Simply put, it has road presence like few others. In fact, it’s frankly menacing.

Of course, the GLS is already pretty intimidating due to its sheer size and blocky design, but the GLS63’s full-fat AMG treatment takes it to another level.

Naturally, the GLS63 gets an aggressive body kit, with its purposeful bumpers, side skirts and rear spoiler serving as instant reminders of what you’re dealing with, but it’s AMG’s signature Panamericana grille insert that really hammers home the point.

Around the side, the GLS63’s 22-inch alloy wheels with staggered tyres (front: 275/50, rear: 315/45) make their presence known, positioned below the wheelarch extensions.

That said, some fun’s also had at the rear end, where the GLS63’s diffuser element integrates the foreboding sports exhaust system with quad tailpipes very neatly.

The focused Multibeam LED headlights also look the part, while the opposing LED tail-lights tie everything together outside quite nicely.

Inside, the GLS63 stands out from the GLS crowd with its sports steering wheel with Dinamica microfibre accents, and multi-contour front seats, which are covered in Nappa leather alongside the armrests, dashboard and door shoulders and inserts.

Of note, the doors bins are unfortunately of the hard plastic variety, which is very disappointing in a vehicle that costs this much. You would expect that cow hide would also been applied to them, but alas it isn’t.

The GLS63’s black headliner serves as an obligatory reminder of its sporting intent, and while it makes for a dark cabin, metallic accents are prominent throughout, while the optional trim (our test vehicle had carbon-fibre) mixes things up, alongside the ambient lighting.

And let’s not forget the GLS63 is still loaded with plenty of cutting-edge technology, including a pair of 12.3-inch displays, with one the central touchscreen and the other the digital instrument cluster.

Both are powered by Mercedes’ class-leading MBUX multimedia system and feature Apple CarPlay and Android Auto support. This set-up arguably remains the best there is today thanks to its speed and breadth of functionality and input methods.

Back in early 2015, I attended the international launch of the second-generation Volvo XC90. At the time I thought it was a handsome SUV, with Volvo successfully interpreting what is essentially a big people-hauling box on wheels with typical Scandinavian flair.

There’s been a facelift since then, but this latest refresh brings the XC90 bang up to date.

New elements include a modern take on the 'Thor's Hammer' LED headlights, and a new bonnet and grille with an updated diagonal logo spread across the car's face. At the rear the only change is slightly darker tail-lights.

The new grille in particular looks great, and with all of the blacked-out elements of the T8 - grille, lower air intakes, parts of the apron, mirror caps, roof rails and window surrounds - it looks quite cool, especially contrasted with the test car's 'Crystal White' paint. It has elevated the overall look.

Inside, Volvo has made big changes, mostly with the dash and console. It retains the familiarity of other Volvos, but is much more in keeping with its new all-electric EX90 sibling.

It still has a horizontal theme, but with cool new vertical air vents. The new multimedia screen fits well into the dash layout, and isn’t over sized. It’s the ideal size at 11.2 inches. There are a few buttons underneath but not many.

The mix of materials used at the front of the cabin includes ‘Grey Ash’ wood, piano black, chrome, metal-look speakers, grey fabric and soft touch as well as hard plastics. It sounds like it would be too much but it works well.

Volvo has always been a leader when it comes to car seats and the new XC90 is no exception. The beautifully designed ventilated charcoal Nappa leather seats look and feel stunning. The tiny Swedish flag is a nice touch, too.

The engine start/stop button and the crystal selector add a touch of glamour to the cabin. Overall, the XC90 feels properly premium inside, still with a Scandinavian bent. Just lovely.

Measuring 5243mm, 2030mm wide and 1782mm tall with a 3135mm wheelbase, the GLS63 is an upper-large SUV in every sense of the term, which means it’s also very practical.

For example, cargo capacity below the load cover is decent, at 355L, but stow the 50/50 power-split-folding third row via the boot and it’s very good, at 890L, or drop the 40/20/40 power-split-folding middle bench, too, and it becomes a cavernous 2400L.

Better yet, the boot’s aperture is almost square, and its floor’s flat, while there’s no load lip to contend with, making loading bulkier items even easier. Up to four tie-down points are also on hand (depending on seating configuration) to secure loose cargo.

Under the false floor is the space-saver spare, which is to be expected, but what isn’t expected necessarily is the fact there’s also enough room there for the cargo cover when it’s not in use, which would be the case if six or more passengers are regularly onboard.

Moving into the power-sliding second row, the GLS63’s practicality is once again brought to the fore, with up to six-plus inches of legroom available behind my 184cm driving position.

There’s also two inches of headroom with the panoramic sunroof in situ, not to mention just enough toe-room. The GLS63’s small transmission tunnel and sheer width also mean three adults can be seated on the middle bench with few complaints.

Amenities-wise, the second row has map pockets on the front-seat backrest and a small fold-down cubby below the rear climate controls, with it containing two slots for smartphones and a pair of strategically placed USB-C ports.

The rear door bins can take one large bottle each, while a fold-down central armrest is also on hand, featuring a shallow tray and retractable (and flimsy) cupholders.

Alternatively, the $2800 Rear Seat Comfort Package fitted to our test vehicle subs in a tablet that can control the multimedia system, a wireless smartphone charger and a small cubby into the former, as well as a heated/cooled cupholder atop the rear of the centre console.

In the third row, it’s not quite as roomy if you’re an adult. With the middle bench in its most accommodating position, my knees still brush up against its backrest, which is to be expected given it’s primarily designed for children. I also have an inch of headroom there.

Nonetheless, getting in and out of the third row is relatively easy as the power-operated middle bench tumbles forward and provides just enough space to make entry and exit somewhat graceful.

When seated, rear occupants are treated to two USB-C ports and one small cupholder each, so they’re arguably taken better care of than those in the middle.

Child seats are well and truly accommodated, with four ISOFIX and five top-tether anchorage points fitted across the second and third rows, although the latter will inevitably prove to be a much tighter fit.

The driver and front passenger are still taken care of, with a front cubby taken up by two heated/cooled cupholders, a wireless smartphone charger, two USB-C ports and a 12V power outlet, while their door bins take one large and one small bottle each.

In-cabin storage options include the large central storage bin, which hides another USB-C port, while the glovebox is on the smaller side, with about a third of it taken up by the fragrance, which is pumped into the cabin to ensure the interior always smells its best.

Any dedicated seven-seat family SUV needs to nail practicality and when it comes to the Volvo XC90, there are clear pros and some surprising cons.

One of the many pros is the seats. As mentioned, they look schmick, but are also supremely comfortable and offer the perfect level of bolstering and support. The T8 has a seat adjustment memory function that can be programmed into the driver profiles that also tailors other functions to suit different drivers.

The quality of the materials and build quality of the cabin is largely impressive. Even the damping of the indicator stalk has a feeling of high-end quality.

Volvo’s digital instrument cluster is clear and easy to navigate, once you work out what the buttons on the steering wheel do. They don’t have words on them so it takes a while. The driver’s manual comes in handy for this.

The big story in the cabin is the new 11.2-inch multimedia display. Volvo uses a Google platform and the car comes with Google Services which includes Google Assistant voice control, Maps and Play.

I’m a fan of Apple CarPlay and once I have assessed a car’s in-house multimedia system I often defer to CarPlay. It’s simple and familiar. But aside from using CarPlay to connect once, I used Volvo’s system for the vast majority of my time with this car.

Logging into your Google account means your favourites come up on the map and there is no downside to functionality. If I had the car for longer I would've added Spotify to the system and logged into that, too, but I was happy listening to digital radio on the phenomenal 19-speaker Bowers & Wilkins sound system.

The screen takes some familiarisation, but once you understand the home keys and how to switch between apps, it’s a pleasure to use. It has a clear layout, nice graphics and is responsive. Yes, the air con controls are mostly housed in the screen, but if you tap the lower part of the screen the entire climate menu appears. It is light years ahead of Volvo’s previous screen set-up.

Most functions are housed in the screen, although there are buttons just under the screen for volume and audio on/off, front and rear demisters, hazard lights and a button to open the glove box.

Storage up front is just okay. The console houses shallow cupholders and a handy upright phone holder, as well as the device charging pad. It’s a shame there’s no under console storage, but the transmission tunnel might be too chunky for that.

The shallow central bin houses two USB-C ports and a 12-volt outlet. Bottle storage is decent in the front door cards.

The panoramic sunroof only has a sheer blind (it’s powered) which is less than ideal in a country like Australia. It’s been fine in winter but I’m curious to know what it’s like in the height of summer.

The second row features manual window blinds to keep your little ones cool.

There’s some back support for the second-row seats but the base is flat. Some of the seat fabric in that row looks like it doesn’t quite fit, but I think that’s the nature of the leather with the intricate designs.

In terms of space, there’s ample leg, toe and headroom, and the rear backrests recline for extra comfort on long trips. The bases roll forward and back and the seats are split 40/20/40.

Kids will likely fight over who has to sit in the middle seat because the combination of an intrusive transmission tunnel and the rear of the front centre console protruding into the space means it is not a great seat.

Occupants have access to chest and knee-level air vents, heated seat and digital climate controls, map pockets, two USB-C ports and a central fold-down armrest with a fiddly cupholder mechanism. The rear doors will only house small, narrow bottles.

Accessing the third row of the Volvo is challenging. For starters, to move the second row seats forward you need to use the lever at the top of the seat and the roller under the base to move them. And they are heavy seats. That leaves just enough of an aperture to get into the third row.

But first you have to raise the third row. Sadly there’s no lever in the boot area to quickly raise or lower the third-row seats. You have to either climb into the boot and reach for the lever at the top of the seats, or reach through the back door and try and raise them that way. And again, they are heavy.

It is a deeply unintuitive system and leaves you exhausted and frustrated. Especially when you consider other seven seaters have a much more functional and lightweight third-row arrangement.

Once in the third row, it’s clear it is for humans with tiny legs only. It is not a space appropriate for six-foot tall men like me, even for short distances. You do get ample headroom, air vents, cupholders and storage boxes on either side that open up to show a kid-friendly spider web design with a friendly looking spider. Cute!

The seats fold flat into the boot floor and the loading lip is level with the floor so loading heavy or long items should be a breeze. You can adjust the air suspension from the boot to lower the height further which is always a handy feature.

It comes with a solid cargo blind but you need to remove it if you want to raise the third row. When putting it back in, it catches on the third-row seat belts, so it’s not the best design.

In terms of boot features, the Volvo comes with a household charging cable that is housed neatly under the boot floor in a stylish bag. Many PHEVs and EVs still don’t have a dedicated spot to house a cable so you have to take up boot space with a chunky cable bag. Good job, Volvo.

It has a powered tailgate, a few nooks and a pair of 5.0kg hooks. However, it doesn’t have a spare wheel of any description. Just a tyre repair kit. This is due to packaging restrictions, but it’s never an ideal solution.

In terms of space, the Volvo can swallow 640 litres of cargo with the second row up and 301L with all three rows in place. That latter figure isn’t bad compared to some seven-seaters.

The pre-update XC90 soldiered on for 10 years and Volvo has, at various points, offered multiple powertrains, including a diesel. Not anymore.

Volvo now offers just two distinct powertrain grades for the XC90, the B5 Bright mild-hybrid from $104,990, before on-road costs, while the T8 plug-in hybrid I am testing tops the range at $130,990.

There’s an increase in cost over the pre-update versions of about $5000 for the B5 Bright and $2600 for the T8 PHEV, but the XC90 remains more affordable than rivals like the Audi Q7, BMW X5 and Mercedes-Benz GLE for equivalent grades.

On top of that, the Volvo is the only dedicated seven-seat premium plug-in hybrid SUV on the market.

The B5 Bright comes standard with a decent amount of gear including Google Services, keyless entry, a power tailgate, 12.0-inch digital driver’s display, wireless charging, powered front seats with heating, cooling and memory functions, wired Apple CarPlay and a new 11.2-inch digital touchscreen with over-the-air updates.

It also gets four-zone climate control, heated rear seats, a 360-degree camera and a crystal gear shifter by Orrefors.

Step up to the T8 PHEV and you gain a 19-speaker Bowers and Wilkins audio system, a panoramic sunroof, heated steering wheel and more.

There is a lot of standard gear packed into both XC90 grades. It can’t match the value of rivals like the Lexus RX and Genesis GV80 but it offers better value than some of those European rivals.

The GLS63 is powered by a familiar 4.0-litre twin-turbo V8 petrol engine, with its version producing a thumping 450kW of power at 5750rpm and 850Nm of torque from 2250-5000rpm.

This unit is mated to a nine-speed torque-converter automatic transmission and AMG’s fully variable 4Matic+ all-wheel-drive system with torque vectoring and a rear limited-slip differential.

This set-up also features Mercedes’ EQ Boost 48V mild-hybrid system, which actually gives a 16kW/250Nm electric boost in short bursts, such as when accelerating off the line.

Speaking of which, the GLS63 sprints from a standstill to 100km/h in just 4.2 seconds, while its top speed is electronically limited to 250km/h.
 

Two powertrains are available in the new XC90, both with all-wheel drive.

The B5 Bright comes with a 2.0-litre four-cylinder turbo-petrol engine with 48-volt mild hybrid assistance offering 183kW of power and 350Nm of torque. It can dash from zero to 100km/h in 7.7 seconds.

The version I’m testing has a 233kW, 2.0-litre four-cylinder turbo-petrol engine with a plug-in hybrid system that uses a 107kW electric motor and an 18.8kWh, 400-volt battery.

The total system output for the T8 PHEV is 340kW and a meaty 709Nm. It uses an eight-speed automatic transmission. It can complete the 0-100km/h sprint in a brisk 5.3 seconds.

The GLS63’s fuel consumption on the combined-cycle test (ADR 81/02) is 13.0L per 100km, while its carbon dioxide emissions are 296 grams per km. All things considered, both claims are unsurprisingly high.

In our real-world testing, we averaged a fearsome 18.5L/100km over 65km of driving, split between highways and country roads, so not your usual mix. A very heavy right foot definitely influenced that result, but don’t expect to do too much better in a normal run.

For reference, the GLS63’s 90L fuel tank can be filled up with 98RON petrol at a minimum.

The mild-hybrid XC90 B5 Bright has an official fuel use figure of 8.1 litres per 100 kilometres, which is on the thirsty side, although it is a 2.5-tonne SUV.

Officially, the XC90 T8 Plug In Hybrid sips just 1.8L/100km on the combined (urban/extra-urban) cycle, but as with any PHEVs, unless you charge your car religiously and never drive far enough to deplete the battery, that figure is extremely hard to achieve.

I charged the car regularly using my home wall charger (two to three hours for a full charge) and the fuel gauge barely moved.

After a week of mixed driving my final fuel economy figure was 3.4 litres per 100km, which isn’t too bad.

The XC90 T8 has a 3.6kW onboard charger and a Type 2 plug so it’s only capable of AC charging. It is not compatible with a DC source so no fast charging on the go.

The official electric driving range according to Volvo is 77km, which feels a little old school compared to the many PHEVs landing on the market now that have an EV driving range in excess of 100km.

The offical figure also seems somewhat optimistic because the most I got on a full charge was 60km. Anecdotally, I have heard it can get up to 70km after a charge, it just didn't get there in my time with the XC90.

Frankly, the GLS63 has absolutely no right being as capable as it is. It’s a really big bus that’s legitimately convinced it’s a sports car half its size.

Being a GLS variant, the GLS63 has independent suspension consisting of four-link front and multi-link rear axles with air springs and adaptive dampers, but its party trick is the addition of active anti-roll bars.

In what feels like magic, the GLS63 is simply not intimidated by corners, despite having massive dimensions and a considerable 2555kg (kerb weight) to deal with.

The active anti-roll bars make the GLS63 so much easier to drive fast through the twisty stuff, almost eliminating body roll, taking one key variable out of the equation for the driver. Active engine mounts are also fitted, helping to settle things even further.

The electric power steering on hand is also good. It is speed-sensitive and has a variable ratio, which basically makes the set-up more direct when it needs to be. It’s typically light in hand, too, until one of the sportier drive modes is engaged and extra heft is added.

So, handling is scarcely believable, which means the ride must be compromised, right? Yes and no. With the adaptive dampers in their softest setting, the GLS63 is very compliant. In fact, we’d say it feels luxurious when compared to other high-performance SUVs.

That said, our test vehicle was fitted with the optional 23-inch alloy wheels ($3900), which look the part but expose sharp edges and other road imperfections, not to mention generate noise easily heard inside. Naturally, feedback is exacerbated in the sportier drive modes.

Anyway, there’s more performance, and the GLS63 has the rest in spades. Its engine is a powerhouse in every sense of the word. It’s so powerful, in fact, that it hilariously hunkers down off the line or when suddenly accelerating at low speed.

Thanks to the mild-hybrid system, wads of torque is available from the get-go, making for a highly responsive driving experience, even in those rare moments when the engine isn’t on song.

While not as characterful as some of the other members in the 63 series, the GLS63 still makes some thoroughly entertaining noises, with its sports exhaust system popping like mad while on the overrun.

All of this ability is very well and good, but you need to be able to pull up quickly, and the high-performance braking package (400mm front and 370mm rear discs with six-piston fixed callipers and single-pot floating stoppers respectively) mercifully does exactly that.

For a tall, large and heavy SUV, the XC90 has an excellent driving position. You feel hunkered down in the driver’s seat; it’s almost sporty!

Those healthy power and torque figures translate well on the road. It is properly quick off the mark and picks up pace rapidly when already at speed. You do need to work out the trigger point for the accelerator because if you give it too much it feels a little like a slingshot.

The transition between the electric motor and the petrol engine is noticeable, but it’s still smooth. It’s not harsh or clunky like some hybrids and PHEVs. Similarly, the eight-speed transmission is so smooth it rarely makes its presence felt. It's a lovely match for this powertrain.

On that, the cabin is incredibly well insulated. It’s a hushed ride at any speed. Again, you’ll hear the engine kick in but it has a nice note so that noise is welcome.

The powertrain has several driving modes including 'Pure' (EV only), 'Power' (for added performance) and 'Hybrid'. Hybrid is the go-to and 'Auto' allows the system to determine when the petrol engine kicks in. This is the best everyday mode.

Volvo understands the XC90 is more than just family transport and has engineered it in such a way that it offers a surprising level of dynamism.

It’s flatter in corners and bends than you expect of a car of this size and weight. It has a balanced chassis, likely helped by the air suspension, with minimal body roll and little lateral movement inside. Impressive.

It has enough grip on looser surfaces, aided by the all-wheel drive set-up.

The ride quality is more composed and refined at higher speeds, regardless of the road conditions, managing potholes and the like quite well. Volvo has tweaked the suspension tune as part of the update for this very reason.

At lower urban speeds, it’s not quite as calm. You’ll feel speed bumps and potholes and it's a little jiggly on rough surfaces. The low profile (275/35 R22) tyres are partly to blame here.

With that said, it’s not enough to dampen the overall XC90 drive experience. It is a lovely car to drive, whether cruising on freeways, country road blasts or city commuting.

Its underpinnings might be 10 years old, but the XC90 feels as fresh to drive as many of its rivals.

Volvo’s reputation for safety is hard to beat, so as expected the XC90 comes with a solid list of standard safety gear.

The safety tech includes auto emergency braking (AEB) with pedestrian, vehicle and cyclist detection, low-speed rear AEB, blind-spot monitoring with a cross-traffic alert and a ‘Run-off road Mitigation system’ that uses steering and braking to edge you back into the lane.

It also gets a front and rear collision warning, traffic jam assist, adaptive cruise control, lane keeping aid, tyre pressure monitoring, post-impact braking, an adjustable speed limiter and more.

One thing it doesn’t have is an ANCAP crash safety rating. It was awarded a maximum five stars back in 2015 but that rating has expired and Volvo says there are no plans for the car to be re-tested.

As with all Mercedes-AMG models, the GLS63 comes with a five-year/unlimited-kilometre warranty, which currently sets the standard for the premium market. It also comes with five years of roadside assistance.

The GLS63’s service intervals are relatively long, at every 12 months or 20,000km (whichever comes first). Better yet, it’s available with a five-year/100,000km capped-price servicing plan, but it costs $4450.

The XC90 is covered by Volvo’s five-year, unlimited kilometre warranty, and the servicing schedule is every 12 months or 15,000km, whichever comes first. These are similar terms to other premium brands in Australia.

Buyers can opt for one of two capped-price servicing packs, costing $2380 for three years and $3870 for five years.

This pricing is a little more than the BMW X5 but quite a bit more affordable than the Mercedes-Benz GLE.

The Swedish brand used to have a reputation for over-priced servicing but it’s sharpened up its offer considerably in recent years.

Volvo has around 40 dealerships located across Australia and conducts its servicing in-house at the dealer.